Holden Commodore VP Computer V8 Fault Codes
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MMGGMM Holden Commodore VP Computer V6 & V8 Fault Codes Holden Commodore VP Computer V6 Fault Codes Code 12 - System Pass (OK) Code 13 - Oxygen Sensor (O2) Code 14 - Coolant temperature sensor - Voltage Too Low Code 15 - Coolant temperature Sensor - Voltage Too High Code 16 - Engine Coolant Temperature Fault Code 17 - ECM Error/Fault or PCM Coolant Temperature Circuit Fault Code 19 - Throttle Position Sensor Stuck Code 21 - Throttle Position Sensor (TPS) - Voltage Too High Code 22 - Throttle Position Sensor (TPS) - Voltage Too Low Code 23 - Mass Air Temp Sensor (MAT) - Voltage Too High Code 24 - Vehicle Speed Sensor (VSS) Code 25 - Mass Air Temp Sensor (MAT) - Voltage Too Low Code 26 - Intake Air Temperature Code 31 - Theft Deterrent Signal Missing (When Fitted) Code 33 - Manifold Absolute Pressure Sensor (MAP) - Voltage Too High Code 34 - Manifold Absolute Pressure Sensor (MAP) - Voltage Too Low Code 35 - Idle Speed Error (Too High/Low) Code 36 - Vacuum Leak Code 41 - Crank Angle Sensor Code 42 - Electronic Spark Timing Circuit (EST) Code 43 - Knock Sensor Circuit Problem Code 44 - Oxygen Sensor Lean (O2) Code 45 - Oxygen Sensor Rich (O2) Code 46 - Ignition Module Fault Code 51 - Memcal Unit Code 54 - System Voltage Unstable Code 55 - Analogue to Digital Conversion Error/Fault Code 56 - Running Lean Under Load Holden Commodore VP Computer V8 Fault Codes Code 12 - System Pass (OK) Code 13 - Oxygen Sensor (O2) Fault Code 14 - Coolant temperature sensor - Voltage Too Low Code 15 - Coolant temperature Sensor - Voltage Too High Code 16 - Engine Coolant Temperature Code 17 - ECM Error/Fault or PCM Coolant Temperature Circuit Fault Code 19 - Throttle Position Sensor Stuck Code 21 - Throttle Position Sensor (TPS) - Voltage Too High Code 22 - Throttle Position Sensor (TPS) - Voltage Too Low Code 23 - Mass Air Temp Sensor (MAT) - Voltage Too High Code 24 - Vehicle Speed Sensor (VSS) Code 25 - Mass Air Temp Sensor (MAT) - Voltage Too Low Code 26 - Intake Air Temperature Code 31 - Theft Deterrent Signal Missing (When Fitted) Code 33 - Manifold Absolute Pressure Sensor (MAP) - Voltage Too High Code 34 - Manifold Absolute Pressure Sensor (MAP) - Voltage Too Low Code 35 - Idle Speed Error (Too High/Low) Code 36 - Vacuum Leak Code 41 - Crank Angle Sensor Code 42 - Electronic Spark Timing (EST) Circuit Code 43 - Knock Sensor Circuit Open or Shorted Code 44 - Oxygen Sensor Lean (O2) Code 45 - Oxygen Sensor Rich (O2) Code 46 - Ignition Module Fault Code 51 - Memcal Unit Code 54 - System Voltage Unstable (Possible Surge ie Jump Starting) Code 55 - Analogue to Digital Conversion Error/Fault Code 56 - Running Lean Under Load KNOWN ENGINE PROBLEMS: V6 Harmonic balancer - Standard harmonic balancers consist of inner and outer hemispheres which are located together by vulcanized rubber. Over time the rubber perishes or loosens and the outer hemisphere can move freely of the inner hemisphere. V6 balancers also contain a counter weight on the inner hemisphere to help absorb harmonic vibrations, but when the rubber splits or fractures, the counter weight can rattle against the outer hemisphere, which can be very loud. Harmonic balancer bolts are torqued and thread locked when installed, and can be difficult to remove. A Puller is also required after the bolt has been removed. Harmonic Balancer - Part number 24501201 (up to eng # VH1274843) Harmonic Balancer - Part number 24503066 (from eng # VH1274844) V6 Serpentine belt tensioner - The engine serpentine belt uses a spring loaded self adjusting bracket and pulley. The pulley's are often responsible for bearing noises and are a common replacement item. A word of warning; the 18mm pulley retaining bolt is left hand thread. The spring loaded bracket can be responsible for loud rattles, usually at low engine revs, when the tensioning spring fatigues. The tensioning spring can not be replaced separately, and therefore the entire tensioner bracket will need to be changed. Tensioner pulley - Part number M41023 and Tensioner assembly complete - Part number 92034888 Rear Main seal - Commodore rear main seals are rope, and these rope seals squeeze against the crankshaft at the rear of the engine. Hot engine oil and age reduces the seals ability to work effectively, and this can result in an oil leak from the back of the crankshaft. To replace the rear main seals the crank needs to be removed from the engine, which usually means that the engine needs to be out of the vehicle. Some tools (Sneaky Pete by Lisle) are available from auto parts stores, which are used for removing and replacing the rear seal with the crank still in place, but are not always successful. Sump gasket - The sealing edge of VP sumps have raised ridges to prevent over tightening, but the rubber gaskets can split and deteriorate with age, which allows oil to leak. V6 Radiator - V6 radiators have plastic tanks and an alloy core, and are crimped together instead of soldered. The plastic tanks can perish and split (usually the right hand tank, where the fan shroud bolts to) which results in coolant and pressure loss, and the alloy core can suffer from electrolysis, caused by electrical currents from the thermo fan motor. V6 Coolant Loss - There are a few areas that the V6 engines leak coolant. Firstly is the water pump. There is a drain hole on the water pump housing that is specifically there to leak, if the internal seal of the water pump perishes. Secondly, if coolant has not been used or maintained, the front timing cover of the engine can corrode, and leak. Thirdly, the welsh plugs used in V6's are steel and not brass. The idea of this is that some corrosion is imminent, and it is cheaper for a $1 welsh plug to be corroded, than other more expensive aluminum engine parts. Problem is, V6 welsch plugs are in a prick of a place, and can be awkward to change. Throttle body - The throttle body is responsible for idle and acceleration control. The Idle Air Control (IAC) valve is bolted to the throttle body and controls idle speed and stability. The IAC works by allowing air to bypass the throttle body butterfly, and the amount of air supplied controls engine idle speed. The throttle butterfly and the IAC bypass ports can clog with carbon which can directly affect idle control and idle speed. To rectify carbon and idle problems, the throttle body assembly should be removed, cleaned and reset to factory settings. V6 Balance shaft bearing - Buick V6 engines have been around since the late 50's, and have been used in GM vehicles as well as Jeep vehicles. Initially, these engines were very harsh, and suffered from bad vibrations, which resulted in broken brackets. The engine was eventually altered, and a balance shaft was installed above the camshaft. This eccentric shaft helped equalize harmonic vibrations, but its rear bearing is now becoming a common source of engine noise. The rear bearing is a needle roller design, which can loose its hardening and damage the balance shaft surface. This results in an unusual rattle/noise from the rear of the engine below the inlet manifold. Repair can be costly and time consuming. V6 Timing chain - The original timing chain is a pressed link steel design, which is quite strong, but does suffer from excessive stretching. When these chains become over stretched, they usually break the timing chain tensioner, which is mounted on the right side of the engine block. This results in engine rattles from the front of the engine, as well as engine performance loss. Engine detonation (pinging) under load can also be a sign of timing chain stretch. New chain and gear sets are available, along with revised timing chain tensioners. Timing chain and sprocket assembly - Part number M40674 Timing chain tensioner - Part number 25535668 or 24501297 (VR style) V6 Engine rattle but changes with A/C - The air conditioning compressors used on the V6, have a large front support bearing which can become noisy. Most times the noise will present itself under all conditions, except for when the air conditioning is on. The front bearing is replaceable and available. Bearing assembly - Part number VS18161 V6 Exhaust Manifold - The cast LH exhaust manifold used on VP's are renowned for cracking, usually where #5 primary tube meets the manifold junction. New ones are available, as repairing these is not usually successful! Oil pressure V8 - Some VP V8 engine suffer from oil circulation problems and low oil pressure at cold idle. The oil pick-up strainer in VP's is smaller than earlier models, and is easily clogged by carbon deposits in the oil system. Insufficient servicing of the oiling system can increase carbon and soot deposits in the oil system, which can cause general oil circulation problems. Scheduled servicing and oil system cleaners can reduce carbon build up, but in extreme cases the sump and pick-up need to be removed and thoroughly cleaned to rectify oil pickup/pressure problems. V8 Cam and lifters - Major problems can arise when cam lobes wear down, as insufficient lobe lift will restrict valve opening and therefore cylinder operation. After many kilometers, V8 cams and lifters wear naturally, but can equate in reduced engine power and noisy valve train operation. V8 Rocker gear - Rocker gear wear is inevitable. Alloy rocker bridges and steel rockers arms wear with age, and wear increases noise and reduces valve lift. New rocker arms and bridges are available. V8 Harmonic balancer - Harmonic balancers usually consist of inner and outer hemispheres which are located together by vulcanized rubber. Over time the rubber perishes or loosens and the outer hemisphere can move freely of the inner hemisphere. A few problems arise here, one being the danger of damage from loose parts, and the other being the loss of timing position which is located on the outer hemisphere.